Transmission gearing and power take-off



Aug. 1, 1939. E. A. JOHNSTONET AL 8.0

TRANSMISSION GEARING AND POWER TAKE-OFF Original Filed July 5, 1955 2 Sheets-Sheet l mmw w wmw @W Aug. 1, 1939. E. A. JOHNSTON El AL 2,168, 33

TRANSMISSION GEARING AND POWER TAKE-OFF 2 Sheets-Sheet 2 Original Filed July 5, 19:55

Patented Aug. 1', 1939 at... A. Johnston, cnimo, David a. an", 7 Riverside, and Clifford B. Rogers, Oak Park, 111., assignors to International Harvester 0cm- Chicago, Ill., a corporation of New Jer- Original application July 5, 1935, Serial No. 29,798. Divided and this application July 25,

1936, Serial No. 93,014

/ 9 Claims. (Cl. 14-420) The invention relates to gearing for use in tractors and other automotive vehicles, this application being a division of co-pending application Serial Number 29,798 filed July 5, 1935, for Tractors.

The present application more particularly relates to an improved change speed gear transmission and a power take-off shaft.

It is also very desirable that, tractors have a variable speed transmission, which will permit a wide range of speeds, so that the tractor may fit all conditions of use.

It is also desirable to providea power take-oif shaft associated with such transmission in such a manner that it will run continuously when the motor is running, even though the tractor be standing still, to permit operation of auxiliary implements and machinery.

The main object is to provide an improved change speed gear transmission, which will afford the tractor a relatively wide range of speed in traversing the ground.

Another important object is to provide a novel form of continuously operative power take-off shaft for driving implements or-machines pulled by the tractor or associated therewith, said power take-off shaft turning at all times when the motor is in operation.

Still another object of theinvention is to provide such transmission and power take-off structure in which the various parts thereof are easily accessible for repair and inspection.

Other important objects will, of course, become apparent to those skilled inthis art as the disclosure is more fully made.

Briefly, these desirable objects are attained in a tractor, or the like, having a frame, which frame, at its front end, carries the motor. The middle part of the frame, with which this application is concerned, rearwardly of the motor houses the improved variable change speed gear set, providing a wide range of speeds of travel for the tractor. Associated with this middle part of the body and above the change speed gearing is a pulley take-off shaft. Associated with the flywheel of the engine and compactly built into the change speed transmission is a continuously rotating shaft, which is geared to drive a power take-off shaft including a clutch for controlling the same, arranged in a housing over the rear part of the frame just in back of the change speed gear set.

The improved structure is shown for the sake of illustration in its preferred embodiment in the accompanying sheets of drawings, wherein:

Figure 1 is a general, vertical, central, longitudinal, sectional view, showing the improved change speed transmission from the engine clutch to the first cross shaft of the dual drive gearing, said view also showing the pulley take-off shaft and gearing, as well as the improved continuous power take-off shaft associated therewith, as seen along the section line of Figure 3;

Figure 2 is a similar sectional view of the change speed gear transmission, looking from the opposite direction, to show the reverse shaft;

Figure 3 is a vertical cross sectional view, looking at the front of the change speed gear set, taken from the line H of Figure 1, looking in the direction of the arrows;

Figure 4 is a detail sectional view, showing the manner of mounting the control lever for the clutch to regulate operation of the pulley takeoff shaft, taken along the line 1-4 shown in Figure 1, looking in the direction of the arrows.

The front part of the vehicle frame comprises a front bracket 20 carrying a motor of the internal combustion engine type, the rear end of the crank shaft 62 only of which is shown. Rearwardly of the bracket 20 is the transmission box part 2| of the frame. The rear end of the bracket 20 is formed as a circular saddle 23, into which. the front end of the box 2| fits with the overlapped portions of these frame parts 20, 2|

being securely and rigidly connected together.

At the rear of the intermediatehousing 2| is a conmiunicating final drive housing or box 22.

The middle unit 2| is formed as a cast, generally rectangularly shaped box, closed at its bottom, the rear upper portion thereof being flat and having formed therein a large opening 30, while the forward portion of the box 2| is extended upwardly, as at 3|, to provide an auxiliary compartment for a pulley take-oil, said upward extension 3| having aligned side openings formed therein for the purpose of carrying a pulley shaft IOI. One wall of the part 2| below and to the right of the upward extension 3|, as seen in Figure 1, carries a transverse boss 33, which is bored to receive and journal a transverse rock-shaft 92 used for releasing the collar that controls an engine clutch. The top of the part 2| surrounding the opening 30 is enclosed by a cover plate I 5| secured to the part 2| in any suitable manner. The rear transverse wall of the part 2| is extended laterally to form a flange 34 to receive bolts 35- for connecting the part 2| to the rear or final drive housing 22.

The top of this rear box 22 has a portion closed I bya depressed cover 36, and forwardly thereof the cover 38 and opening 31 being surrounded by a machined edge formed with bolt holes, so that a cover housing I57 may be bolted in place over the cover 36 and opening 3'1. This cover housing encloses a power take-off shaft assembly with the cover 86 forming a tight bottom or floor therefor.

communication with the rear portion of the front motor carrying bracket piece 28, and the rear' end of the middle box part 2i is open to aflord communication with the front open end of the rear box part 22, so that the various units arranged in the three different frame parts may be operatively connected together. From this it can now be seen that a sturdy, three-piece main frame is afforded when thethree parts are rigidly bolted together to provide a strong frame or backbone for the tractor.

The rear end of the motor includes the usual bell housing plate 51, as shown in Figure l, which bell housing plate includes a bolt circle 58 adapted to receive bolts 59 for securing said bell housing plate 51 of the motor to a bolt circle 88 formed as the front end of the middle frame unit 2|. This bell housing plate 51 is formed with an opening 6i, through which is projected the crank shaft 82 of the engine.

As shown in Figure 1, the part 2| has thebolt circle 88 at its front end and rearwardly thereof is a wall 83 to delineate an engine clutch compartment 54, which is dry. The rear end of the engine crank shaft 62, as shown in Figure l, is formed with an upset flange 85 fitted into the recessed hub'68 of the engine flywheel 51, said flange 65 being secured by bolts 88 to said recessed hub 68, as shown. The rear face of the flywheel is hollow, as shown at 69, and to the rear face of the flywheel in this hollowed-out portion 89 is secured, by means of bolts 18, a plate II, which is in the form of a sleeve splined to the front end of a main driving or transmission shaft I2, said sleeve plate II enclosing a bearing 13 for a purpose to appear later.

The rear end of this main transmission shaft I2 is carried in a bearing I4 mounted in a sleeve I5 fixed in the rear wall I6 of the middle transmission box part 2|, said shaft also passing through a plate 11 secured by bolts I8 to the circular flange 53. This flange 83 with the plate 11 forms a rear wall for the engine clutch compartment 64.

As shown in Figure 1, a quill or sleeve shaft I9 is mounted for independent rotative movement on the said main transmission shaft I2. The rear end of said quill I9 is carried on a bearing 88 mounted in the plate 11. The front end of the quill I9 is journaled in the bearing I3 in the plate II carried by the flywheel; and rearwardly of the bearing I3, the quill I9 has splined thereto the hub 8| of a one-plate disk clutch 82 having on opposite faces thereof friction material linings 83. A clutch pressure plate 84 is carried in the usual way behind the clutch disk 82 and is normally pressed toward the. clutch plate by the usual springs 85, only one of which is shown, to press the friction linings of the clutch plate 82 against the rear face of the motor flywheel BI. Associated with the pressure plate 84 are the usual clutch release levers 86, only one of which is shown, the inner ends of said levers in the usual way engaging the clutch release bearing 81 carried in a clutch release collar 88 slidably mounted on a sleeve 89 positioned on the quill I9.

the box top is formed with a large opening 31,

This collar 88 carries the usual trunnions 98 operable by a lever 9| from a rocks'naft 92 journaled in the bored boss 33 onthe left hand wall of the clutch compartment. When the shaft 92 is rocked by a'co'nventional control, the lever 9| 'swings to move the collar 88 and its bearing 81 forwardly to pivot the levers 86, and thereby to pull the clutch pressure plate 84 rearwardiy against the pressure of the springs 85, and in this manner, which is conventional, to release the .clutch 82 from engagement with the flywheel 61.

tical shaft 98 having connection with a rod 91,

the rear end of said rod being anchored in a pressure plate 98 normally loosely abutting the front face of the wall plate II. The plates 98 and 93 are normally spaced apart, and carried there-between is a one-plate friction lined brakedisk 99. having its hub keyed on the quill I9.

It can now be seen that, when the main engine clutch 82 is released by forward movement of the collar 88, said collar moves forward with it the boss 95 to pull the rod 91 forwardly to pull the brake pressure plate 98 with it, frictionally to engage the brake disk 99 against the plate 93. Thus, when the engine clutch is released, the brake 99 is automatically applied to stop rotation of the change speed gear parts hereafter to be described.

The upper part of the clutch compartment 84 is formed with a small compartment I88 having a tight bottom and carrying the transverse shaft I8I, which projects out of the compartment I88 to carry a pulley wheel, not shown. This shaft I8I carries a large bevel gear "13 driven from a bevel pinion I84. The pinion I84 is fast on a shaft I85 journaled in a bearing I86 carried in a suitable collar I81, in turn carried in the upper part of the wall 53.

This shaft I85 extends rearwardly into a compartment I88 with the rear end of the shaft carried in a bearing I89 carried in a cover plate H8 secured by bolts III to the bolt circle surrounding the rear open edge of said compartment I88. Splined on the shaft I85 for sliding movement is a shifter hub 2 formed integrally with a large spur gear 3, the groove in the hub H2 carryinga shifter fork extension H4 of a rearwardly extending hand lever II5 pivotally carried at H6 in the cover plate H8. (See Figure 4.) This mechanism just described represents a manually controlled means for stopping operation of the pulley. In other words, the gear I I3 serves as a connection for operating the pulley from the change speed gear transmission later to be described. v

The rear end of the quill I9 extends rearwardly beyond its bearing 88 and rearwardly of the wall 53, or plate 11, where the rear end of said quill "I9 is enlarged to form a hub I II. The rear inner face of said hub III is hollow to provide a space for a bearing H8 for journaling the rear end of the quill I9 on another quill, or sleeve, II9 extending substantially the full length of the shaft I2 from the front wall 53 to the rear wall IS. The outer periphery of the hub I I1 is formed with a wide gear I28, the front portion of which is in mesh with a gear I 2| turnable on a shaft I22 journaled in bearings, as shown in'Figure 1, cargear H3 heretofore described, when in mesh with the gear I2I, causes the pulley to be operated when the engineclutch 62 is engaged with the flywheel 61. The multiple, variable, speed selective, gear transmission contained within the rear part of the unit 2I will next be described.

This set of gears is carried in the change speed gear compartment I23 shown in Figure l and located between the walls 63 and 16. This change carry bearings I24 and I26 for carrying,'respe'ctively, the rear and front ends of a power delivery shaft m.

Keyed to the front end of the quill II9 for sliding movement thereon is an internal toothed clutch member I21 adapted to mesh with the ex-" ternal gear I20 heretofore described, said clutch gear I 21 having formed integrally therewith a reverse speed establishing gear I26, there being a shifter fork I29 associated with the one-piece gear construction I21, I26. The sleeve shaft II9 also slidably carries a double gear I30, I3I splined to the sleeve shaft II9, which double gear includes a shifter fork I32. Similarly, the quill shaft II9 has splined thereto rearw'ardly of the double gear just described another double gear I33, I34, including the shifter fork I35. The rear end of said sleeve II9 has splined thereto a fifth change speed gear I 36 including a shifter fork I31, the rear end of the quill or shaft II9 being carried in a bearing I38, as shown, arranged in the collar 15 heretofore described.

The front end of the power output shaft I26 is reduced at I39 and is journaled in a pair of bearings I 40 carried within the hollow hub of a gear I, which turns loosely on the bearings I40 independently of the rotation ofthe shaft I26. Rearwardly of this idler gear I, the shaft I26 carries a fixed gear I42. Similarly, the shaft carries a fixed double gear I43, I44 and also a fixed double gear I45, I46. The gear I30 may be moved into engagement with the gear I42 to establish driving relationship therewith by means of ashifter rod I41, said shifter rod I41, as

shown in Figure 3, being appropriately carried in a bracket I48 secured the adjacent side wall of the casing 2|.

The same shifter rod I41, when moved longitudinally to the rear, carries the fork I32 with it to move the gear I 3| into mesh with the gear I43. In the same manner, a shifter rod I49 may be moved in the guide bracket I48 to move the fork I35 to cause engagement of the gear I33 with the gear I44 in one direction, and, in the opposite direction, to cause engagement of the gear I34 with the gear I46. A third shifter rod I50 moves the fork I31 to engage the single gear I36 with the gear I46.

The top .of this compartment I23 is open, as shown at 30 heretofore described, said opening being closed by the removable cover plate I I to permit ready access to the gear set. Each of the shifter rods I41, I49 and I50 has associated therewith the usual spring pressed detents indicated in Figure 1 in dotted lines alt-752, for releasably locking the rods and the gears associated therewith in their selected positions, as is ried in the part II and the plate .11. The

conventional in gearing of this type. From this description it will now be seen that a five speed range is provided.

The shifter rods I41, I49 and I 60, as shown in Figure 3, are respectively provided with the usual sockets I63" adapted to be engaged by the lower ball end I64 of a gear shifter lever l66 pivoted intermediate its ends by a ball mounted at I66 rear frame part 22 rearwardly of the compartment I23.-

The forward plate 11, as shown in Figure 2, carries a collar I 60 for mounting a'bearing I59 that carries the front end of a reverse shaft I60, the rear end of said shaft being carried in a bearing I6I appropriately carried on a wall I62 formed in the bottom of the part 2I within the compartment I23. A wide gear I63 is loosely and slidably mounted on the forward end of the shaft I60, said gear including a hub formed with a flange I64 to receive a shifter fork I65 carried on a shifter rod I66, which, as shown in Figures 2 and 3, embodies an extension having a socket .161 to receive the ball end I69 of a'gear shifter lever I69, the ball mounted at I in the cover plate I51 heretofore described, on the opposite side from the shifter lever I66 heretofore described.

Formed integrally with the wide gear I 63 is a toothed wheel part "I adapted to serve as a dog clutch for meshing engagement. with an' internal toothed clutch member I12 formed as part of a wide external gear I13, which gear I13 has a hub splined on the rear end of the shaft I 60, as shown in Figure 2. This wide gear I13 is always in mesh with the gear I28 on the main power quill shaft II9.

The shifter rod I66 at its front end also carries the fork I29, heretofore described, so that, when the lever I69 is operated to shift the rod I66 forwardly, the fork I29 will move the internal clutch 121 on the main shaft II9 into engagement with the dog clutch gear I 20 on the quill 19. When the dog clutch I20, I21 is thus engaged, the sleeve H9 and its five gears turn.' The idler gear MI is always driven from the gear I20, said gear I4I turning loosely on the bearings I40 on the shaft I26, said gear I meshing with the wide gear I63 since the fork I65 was at the same time moved by the rod I66 to mesh the gears HI and I63. The gear I63, of course, is only an idler gear and-it is so wide that, when the lever I69 is moved to shift the dog clutch I1I into mesh with the complementary clutch part I12, it will cause rotation of the'fast gear I 13 to turn the shaft I60. The gear I13 is a reverse power transmitting gear, and it meshes with the gear I28 on the sleeve II9 to rotate said sleeve H9 and all five speed gears thereon in a reverse direction.

All five speeds provided by the. gears I30, I3I, I33, I34 and I36 can accordingly be made available either for forward drive or for reverse drive of the tractor in a manner that will now be readily understood.

The rear end of the power output shaft I26 of the change speed set is extended rearwardly of its bearing I24 and is enlarged, .as shown in Figure 1, to form a hollow hub I14, said hub being formed on its interior with a clutch spline I of any appropriate form for detachably securing a power extension shaft I16 to the shaft I26, so that in operation the co-axially arranged shafts I16 and I26 operate as a single shaft. The extension I16 is appropriately journaled in bearings I11 carried in a collar I16 formed in a bearon a cover plate I61 vmounted on one side of the III ing bracket support I19 located in the space 62 and supported on the floor of the final drive frame housing part 22. The rear end of the shaftiextension I16 carries a bevel pinion I99, which bevel pinion is the final power delivery gear from the change speed unit, which has just been completely described. The exterior of the hub I14 carries a suitable bearing ISI for mounting an idler gear I82 that plays down into the oil contained in the casing 22 to dip the oil and carry it upwardly for lubricating certain gearing next to be described, which gearing constitutes the operative connections from the shaft 12 for operating continuously a power take-off shaft when the I motor is turning over.

As shown in Figure 1, the continuous power take-off shaft is really the main power shaft 12 rigidly connected to the motor flywheel 81. The rear end of said shaft rearwardlyof the bearing 14 carries splined fast thereon a spur gear I83 meshing the idler oil dip gear I92 and also a large spur gear I84 splined fast on a shaft I85 carried in bearings I86 at its front end in the cover I51 heretofore described. As these three gears I84, I83 and I82 all mesh, it can now be seen that the oil dipper gear I82 serves to pick up the oil and distribute it over the peripheries of each of these three gears. The shaft I85 in effect is an extension of the main power shaft 12. The rear end of the shaft I 85, as shown in Figure 1, is journaled in bearings I91 and the intermediate portion thereof is carried in a bearing I88 appropriately mounted in a wall extension I89, as shown. The rear end of the shaft is spllned to carry a hub I99 of a one-plate disk clutch I9I having the usual opposite friction facings I92 normally pressed by a spring pressed pressure plate I93 into engagement with a plate I59 bolted by bolts I95 to the hub extension I96 of a shaft I91, which extension I96 constitutes the carrier for the bearing I81 heretofore described. The plate I94 carries the usual carrier I98 including clutch release levers I99 operable by. a clutch release bearing 290 mounted in a clutch release collar 20I having trunnions 292 engaged by lever arms 293 pivoted at 296 on a shaft which is controlled by any conventional form of cam lever arrangement 295 'operable by rearwardly, as'shown in Figure 1, the cam lever 205 is operated to swing the arms 293 to slide the clutch release bearing 2M to press the clutch- 7 release levers I99 to release the pressure plate I93 to disconnect the clutch I9I from the plate- I94 to stop rotation of the shaft I91.

The shaft- I91 is the power take-off shaft, said shaft being extended rearwardly to the rearend of the tractor where it may be carried in a bearing, not shown. Theshaft I91 thus can be made available for easy connection and disconnection with respect to auxiliary devices adapted to be driven from the power of the tractor.

It can be seen that whenever the motor is turning, the flywheel 61 causes the shaft 12 to turn to rotate the gears Ii83 and I84, which in turn causes rotation of the shaft extension I91 as the clutch I9I is normally spring pressed in engagement, so that the shaft I85 will turn the shaft extension I91. At the will of the operator, by means of the control lever 296, this clutch I9I can be disengaged to stop the extension shaft I91 There is thus provided what may be termed a. continuous power take-off shaft operating independently of the. change speed gear set and this, of course, is due to the fact that the shaft 12 can areaoss turn independently of the quill II 9, which latter is the power shaft for the change speed gear set.

It will be seen that the rear end of the shaft I19 is carried in a bearing 299 mounted in a partition 2w included in the bracket I19. The bevel gear I89 heretofore described is in mesh with a bevel gear 2 made fast to a sleeve 2I2 arranged transversely in the frame I19 and having its opposite ends journaled in suitable bearings. The sleeve 2 l2 serves to distribute the power to any kind of final drive gearing and shafting to drive the rear traction supports of the tractor.

This concludes the detailed description of the parts, and the manner of use and mode of operation will next be summarized.

When the motor is turning over, the flywheel 51 turns with the crank shaft 92 and, as the shaft 12 is securely attached to the flywheeel 61, it also turns. The clutch 82 is normally engaged with the flywheel and, therefore, the quill 19 turns with the shaft 12. When the shift lever I55 is properly manipulated, the internal clutch I21 is meshed with the dog clutch gear I20 operatively to connect the main power shaft quill H9 with the quill 19. The quill H9 now rotates and turns the five selective change speed gears I39, I3I, I33, I34, I36 therewith. This is the condition of operation of the gearing for forward propulsion of the tractor. By engaging these 'five gears on the quill I I9 through proper manipulation of the gear shift lever I55 with the gears I42, H3, I36, I45, I46 on the shaft I26, various the gear I2I, the pulley take-off shaft IIII is operable to turn'the pulley.

For reverse driving on all five speeds of the tractor transmission, the power is delivered from the gear I 29 to the idler gear I M, which in turn is always meshed with the wide gear I63 loose a on the reverse countershaft I69. When the lever a hand lever 296. When the lever 2961s swung modifications of the preferred embodiment herein disclosed which do not depart from the spirit and scope of the invention hereinafter claimed.

What is claimed is:

1. A transmission having a longitudinal body v housing including a dry compartment at-its front end and a wet compartment to the rear thereof, an engine fly-wheel located in the dry compartment including a longitudinal shaft rigidly connected thereto and extending through said compartments and through a removable plate separating said compartments, a sleeve journaled in said plate for rotation aboutthe shaft in the dry compartment, a normally engaged clutch in the dry compartment for turning the sleeve with the shaft, a second sleeve turnably carried on the shaft in the wet compartment and constituting a main drive shaft for a change speed gear set carried in the wet compartment, a jaw clutch for operatively connecting the sleeves for conjoint turning, said first-shaft constituting a continuous power take-off shaft, and a second power takeoff shaft driven from a gear formed with said jaw clutch.

2. A tractor having a longitudinal frame, a motor carried at the forward end of the frame and including a flywheel, a longitudinal shaft rigidly connected to the flywheel and turnable therewith, a sleeve surrounding said shaft, a releasable clutch between the sleeve and flywheel, a second sleeve surrounding the shaft, means for operatively coupling said second sleeve to the first sleeve, change speed gears. carried by the second sleeve and turnable therewith, a power delivery shaft including gearing engageable by the change speed gears, a power take-off shaft driven by the first shaft, and a second power take-off shaft driven by the first sleeve and perable independently of the change speed gears.

3. .A tractor having a longitudinal frame, a motor carried at the forward end of the frame and including a flywheel, a longitudinal shaft rigidly connected to the flywheel and turnable therewith, a sleeve surrounding said shaft, a releasable clutch between the sleeve and flywheel, a second sleeve surrounding the shaft, means for operatively coupling said secondsleeve to the flrst'sleeve, change speed gears carried by the second sleeve and turnable therewith, a power delivery shaft including gearing engageable by the change speed gears, a power take-off shaft driven by the first shaft, and a second power take-off shaft driven by the first sleeve, said releasable clutch permitting operation of the first power take-off shaft independently of the change speed gears and the second power take-oil! shaft, and said coupling means permitting operation of the second power take-off shaft independently of the change speed gears.

4. In a tractor having a longitudinal frame and a motor carried at the forward end of the frame, said motor including a flywheel, thecombination with the motor of transmission mechanism carried by the frame rearwardly of the motor and including a rearwardly extending shaft rigidly connected to the flywheel for continuous rotation therewith, a sleeve surrounding said shaft and including means for connecting and disconnecting said sleeve to and from the flywheel for rotation with or independently of the shaft, a power take-off shaft, a second power take-off shaft, and change speed gearing, said first power take-off shaft being driven by the shaft and" said change speed gearing and the second power takeoff shaft be ng driven by the sleeve, the aforesaid means on the sleeve permitting disconnection of the change speed gearing and the second power take-off shaft without interfering with the operation of the first power take-off shaft.

5. In a tractor having a longitudinal frame and a motor carried at the forward end thereof, said motor including a flywheel, the comb nation with the motor of a longitudinal, rearwardly extending shaft connected to the flywheel for continuous rotation therewith, a sleeve surrounding said shaft,

-a releasable clutch for connecting the sleeve to the first sleeve gear, and reverse gearing including disconnectable means adapted to be connect-' ed to the first sleeve gear and to the change speed gearing for reversing the direction of the change speed gearing, each of said disconnectable means and the aforesaid clutch being operable without interfering with continuous operation of the aforesaid shaft.

6. In a tractor having a longitudinal frame and a motor carried at theforward end thereof, said motor including a flywheel, the combination with the motor of a longitudinal, rearwardly extending shaft connected to the flywheel for continuous rotation therewith, a sleeve surrounding said shaft, a releasable clutch for connecting the sleeve to the flywheel, a gear carried on said sleeve for rotation therewith, a second sleeve surrounding said shaft and including disconnectible means thereon'for connection with the gear on the first sleeve, change speed gearing driven in one direction by said second sleeve when connected with the first sleeve gear, and reverse gearing including disconnectable means adapted to be connected to the first sleeve gear and to the change speed gearing for reversing the direction of the change speed gearing, a power take-off shaft drivenv by the first shaft, and a second power take-off shaft driven from the first sleeve gear, each of said disconnectable means and the clutch being operable without interfering with the continuous rotation of the first shaft, each of said disconnectable means being also operable without interfering with operation'of the second power take-off shaft. I

7 ,In a tractor having a longitudinal frame and a motor carried at the forward end thereof, said motor including a flywheel, the combination with the motor of a longitudinal, rearwardly extending shaft connected to the flywheel for continuous rotation therewith, a sleeve surrounding said sleeve to the flywheel, a gear carried on said sleeve for rotation therewith, a second sleeve surrounding said shaft and including disconnectable means thereon for connection with the first sleeve gear, change speed gearing driven in one direction by said second sleeve when connected with the first sleeve gear, reverse gearing including a gear in constant mesh with the first sleeve gear and disconnectable means .adapted to establish driving engagement between the first sleeve and the change speed gearing for reversing the change speed gearing, a power take-off shaft driven by the first shaft, and a second power takeoff shaft driven by the first sleeve gear and including a gear in constant mesh with said gear, each of said disconnectable means and the clutch being operable without interfering with continuous operation of the first shaft, each disconnectable means being also operable without interfering with operation of the second power take-off shaft.

8. A tractor having a longitudinal frame,'a motor carried at the forward end of the frame and including a flywheel, a longitudinal shaft rigidly connected to the flywheel and continuously turnable therewith, a sleeve surrounding said shaft and including a gear, a releasable clutch between the sleeve and flywheel, a second sleeve surrounding the shaft, means on the second sleeve cooperable with the gear on the first sleeve for operatively coupling said sleeves, change speed gears carried by the second sleeve andturnable therewith, a power take-off shaft drivenfrom the first sleeve and including a gear in constant mesh with said first sleeve gear, the aforesaid coupling means being operable without interfering with the operation 01' said power take-oi! shaft or with the continuous operation of the first shaft.

9. A tractor having a longitudinal frame, a motor carried at the forward end of the frame and including a flywheel, a longitudinal shaft rigidly connected to the flywheel and turnable therewith, a sleeve surrounding said shaft, a releasable clutch between the sleeve and flywheel, a second sleeve surrounding the shaft, change speed gears carried bysaid second sleeve and turnable there-- power take-oil! shaft driven continuously from the motor independently of the operation of the sleeves and change speed gears.

EDWARD A. JOHNSTON. DAVID B. BAKER. CLIFFORD R. ROGERS. 

